Two-stroke diesel engine

However, with its actual power output of only 6.95 PS (5 kW; 7 hp) and high fuel consumption of 380 g·PS−1·h−1 (517 g·kW−1·h−1), it did not prove to be successful;[4] Güldner's two-stroke diesel engine project was abandoned in 1901.

[7] In collaboration with Blohm + Voss in Hamburg, MAN Nürnberg built the first double-acting piston two-stroke engine for marine use in 1913/1914.

[8] Paul Henry Schweitzer argues that the opposed piston two-stroke diesel engine was originally invented by Hugo Junkers.

[9] During World War I, MAN Nürnberg built a six-cylinder, double-acting piston, two-stroke diesel engine with a rated power of 12,400 PS (9,120 kW; 12,230 hp).

[11] Of several two-stroke aircraft diesel engine concepts, the Junkers Jumo 205 was the only type to be made in significant quantities, with approximately 900 units in all.

Subsequent advances in petrol fuel injection technology rendered the two-stroke aircraft engine obsolete.

From 1945, a slide valve for the ram induction effect was installed, and from 1954, constant gas flow supercharging with intercooling was used.

[18] The slide valve for the ram induction effect eventually proved to be prone to failure and was rendered obsolete by increasing supercharging rates in the early 1960s.

[6] Charles F. Kettering and colleagues, working at the General Motors Research Corporation and GM's subsidiary Winton Engine Corporation during the 1930s, designed two-stroke diesel engines for on-road use with much higher power-to-weight ratios and output range than contemporary four-stroke diesels.

Continued development work resulted in improved two-stroke diesels for locomotive and marine applications in the late 1930s.

Another consequence is that to control speed and power output, the airflow is not throttled but only the amount of fuel injected at each cycle is varied.